Since its inception, the Mini brand has grown tremendously. The number of models has multiplied, and the cars are getting bigger with each redesign. The Clubman, which joined the lineup in 2007, was created by adding nearly 10 inches of length to the Cooper Hardtop and then installing a small rear door on one side and swapping out the top-hinged liftgate for a pair of van-style clamshell doors. The new, second-generation Clubman goes a bit further, adding still more length and another rear door. And while the additional size may seem anathema to Mini’s smaller-is-better ethos, the Clubman is by far the best Mini in the lineup.

A Matter of Inches

The latest Clubman is 17.2 inches longer than a two-door Cooper Hardtop and 10.9 inches longer than the four-door Cooper Hardtop. It’s also 2.9 inches wider. Every one of those inches matters. There’s now space for four normal-size, front-hinged doors and four normal-size adults and their cargo. (The Mini four-door, by comparison, features stubby doors that open to a cramped cabin.) Behind the two swinging doors at the back is an 18-cubic-foot cargo hold, double the capacity of the Hardtop. Still, don’t think for a minute that the Clubman is a large car; it’s definitely not. At 168.3 inches long, the Clubman is only 0.8-inch longer than a Volkswagen Golf, and the fractionally smaller Golf actually has more rear-seat room and significantly more cargo space.

Equipped with the standard 1.5-liter three-cylinder turbo engine, the Cooper Clubman starts at $24,950, but navigation, 17-inch wheels, a giant glass sunroof, an excellent six-speed automatic, and other odds and ends lifted the as-tested price of our example to $31,750. At that price, the Clubman rings in well above a commensurate Golf and rivals a loaded GTI. To some, Mini’s distinctive interior and exterior styling will be worth the premium. To us, the Clubman sort of looks like a scale-model Ford Flex—which we consider a good thing—although the distinctive rear doors create an annoying vision-blocking seam in the rear-view mirror.

Three for All

Mini’s turbocharged three-cylinder is certainly no match for the Golf’s 1.8-liter turbo four or the GTI’s 2.0-liter turbo. Despite having 3199 pounds to lug—435 pounds more than the standard Cooper—the engine remains pleasingly rorty, but it can’t approach the smoothness of VW’s turbo fours. With the six-speed automatic, the little three’s 134 horsepower and 162 lb-ft of torque managed an 8.0-second run to 60 mph. In normal driving, the Clubman’s torque gives it more than enough punch and the six-speed clips off timely downshifts. While the thrust is pleasing, it’s short lived. The engine’s power tapers off and the party starts drawing to a close at 4500 rpm. The redline is 6500 rpm, but there’s no reason to rev this turbo three that high. Most of the time it’s best to keep the engine in its narrow, diesel-like powerband between 2000 and 4500 rpm.

The Clubman’s fuel economy isn’t very diesel-like, however. The EPA estimates that the Clubman will return 25 mpg in the city, with the number rising to 34 mpg on the highway. During our week with the Clubman, we averaged 27 mpg.

Like the regular Cooper, the Clubman has a spacious front seat in which a comfortable driving position can easily be attained, and the steering wheel tilts and telescopes. A large round display placed in the center of the dashboard houses radio, navigation, and other functions; the speedometer lives in a smaller round gauge atop the steering column. With the rear doors and longer wheelbase, getting into the back seat doesn’t require awkward contortions and there’s additional legroom.

Even on optional 17-inch wheels (16-inchers are standard), the Clubman has a firm but not abusive ride despite its run-flat tires. It’s perhaps the smoothest-riding Mini of the modern era—possibly ever. The Clubman also is quiet inside. Wind and engine noise at 70 mph measure a subdued 67 decibels, and even at full whack, the engine emits just 71 decibels of noise. Best of all, unlike the 189-hp Clubman S, the base version doesn’t play phony engine sounds through the speakers.

Despite the Clubman’s extra size and weight, Mini has maintained the sharp steering and nimble responses for which the brand is known. It might be bigger, but the Clubman has an eagerness to turn corners that makes it feel small. We measured lateral acceleration at a so-so 0.83 g, but the Mini is stable and secure up to that limit. Exceed it, and the Mini understeers until you slow the pace. And, while it shrinks on interesting roads, on the highway it exhibits the straight-ahead stability of a larger car.

As a result of our experience with a long-term Mini Cooper S, which has required numerous repairs, we’re hesitant to recommend any Mini. But the Clubman is easily the best car in the brand’s lineup. It’s (still) not too big, offers entertaining handling, looks great, and the ride won’t bruise your kidneys. It’s expensive, but if style and driving dynamics are worth the extra bucks to you, and you can’t be talked into a Mazda 3 or a VW Golf, then the Mini club could be for you, man.

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